System of marine propulsion



March 13, 1928. 1,662,301

T. C. CQYKENDALL SY STEM OF MARINE PROPULSION Filed April 21. 1926 2 Sheets-Sheet 1 A, ENVENTOR Q ATK'ORNEYfrS March 13, 1928.

Filed April 21, 1926 2 Sheets-Sheet 2 INVENTOR BY 79.44 badg W "M;

ATTOIIQNEYS Patented Mar. 13, 1928.

UNITED STATES THOMAS C. COYKENDALL, OF KINGSTON, NEW YORK.

SYSTEM OI! MARINE PROPULSION.

Applicatlbii filed April 21, 1926. Serial No. 103,474.

This invention relates to systems of marine propulsion and has for its object the provision of certain improvements in marine propulsion systems.

The invention particularly relates to systems of marine propulsion in which the propeller, or propellers, is operatively connected to the ships engine or power source through appropriate reduction gearing. The efficient and economical speed of rotation of internal combustion engines, steam or other elastic fluid turbines, and like. ships engines, is ordinarily higher than the efficient and economical speed of rotation of the ships propeller. It is therefore customary to connect thepropeller to the ships engine through appropriate speed-reducing agencies, such as reduction gearing. Satisfac tory speed-reducing gearing has been developed for this purpose, but it has been found necessary in such gearing, both to avoid objectionable noise and to practically connect the relatively high speed and high'power engine to the propeller, to maintain the gears permanently engaged or meshed. On this account, the provision of suitable means for obtaining astern-motion of the ship has presented a problem that has been given considerable attention by marine engineers. In general, it has heretofore been the usual practice to reverse the ships engine or to provide an auxiliary reversing engine for astern-motioni Reversing a shlps engine is awkward and slow, particularly inscases of emergency, and the provision of an auxiliary reversing engine is costly and requires additional space.

The present invention aims to provide an efficient and simple system of marine propulsion in which ahead-motion and astern-motion are satisfactorily efiected without reversing the ships engine and without providing an auxiliary reversing engine. Thus, the improved system of the invention includes a double speed-reducing gearing in which the gears thereof are permanently engaged or' meshed, in combination with means for operatively connecting such gearing between the engine and the propeller so as to obtain ahead-motion and astern-motion. This result I am able to secure by the prothrough the vision of .two power clutches, preferably of the fluid pressure operated friction disk type, one of which clutches when actuated operates to connect the'en ine to the propeller through the gearing or ahead-motion while the other clutch when actuated oper: ates to connect the engine to the propeller earing for astern-motion. In its preferred orm, the improved marine propulsion system of the invention comprises a driving engine, a propeller and reversing mechanism associated with the propeller and operatively connected to the engine in such manner that all shafts are in the same plane and so that the engine and propeller shafts are in alignment with one another.

. One embodiment of the inventioni-ncludes a two-part main (ahead-motion) shaft, operatively connected to'the engine shaft by means of gears, with a power clutch operatively associated therewith to connect or disengage the two parts of the shaft,.and a two-part auxiliary (astern-motion) shaft having a similar power clutch operatively associated therewith. These two-part shafts have one part thereof directly and permanently connected together by gearing whereby the shafts rotate in opposite directions,

and the other parts of these shafts are connected to a third shaft (say the propeller shaft) through appropriate speed-reducing gearing. The clutches are preferably of the fluid pressure operated friction disk t pe and the system then further includes ui pressure control means for (l) actuatin one of the clutches and simultaneously isengaging the other clutch to effect ahead-motion and for (2) actuating the latter clutch and simultaneously disengaging the other clutch to effect astern-motion and for (3) simultaneously disengaging both of the clutches.

My invention makes it possible to arrange the engine shaft and propeller shaft in alignment so that it is unnecessary to raise the engine on a special bed casting as has frequently been necessary heretofore. This arrangement often makes it possible to effect a great saving in the initial cost of installing an oil engine propulsion system in a ship. Moreover, such an arrangement of engine and propeller shafts eliminates, to some extent at least, undesirable vibration.

In the practice of this invention, all gears, pinions, clutches, shafts, etc. may be kept closely together. iVhen this is done, the gears and pinions may be appropriately enclosed in one case which is oil tight. The clutches are preferably mounted on the outside, which makes them easily accessible.

The improved marine propulsion system of the invention is simply operated and controlled by an appropriate control means for the two power clutches and the usual speed controlling means for the ships engine. If desired, the control means for the clutches may be operatively associated and combined with the speed controlling means for the ships engine so that the manipulation of a single controller effects ahead-motion and astern-motion as well as variations in engine speed as desired in navigation and maneuvering the ship.

The novel features which I believe to be patentably characteristic of my invention are definitely pointed out in the claims appended hereto. The arrangement of the apparatus, and the mode of operation of the system of the invention, in what I now regard as the preferred embodiment thereof, will be best understood from the following description taken in conjunction with the accompanying drawings in which:

Fig, 1 is a diagrammatic plan view, partly in section, of the improved marine propulsion system of the invention;

Fig. 2 is an end elevation, partly in section, looking from the propeller toward the engine; and

Fig. 3 is an enlarged cross-section of the power clutches shown in Fig. 1.

Referring to Fig. 1 of the drawings, a ships engine 10, for example, a Diesel engine, is operatively connected through a forward flexible coupling 11 to a driving shaft 12. The shaft 12 carries a gear 13 meshing with a gear 14 secured to the forward part 15 of a two-part main shaft 1515. The gears 13 and 14. may be of the same size, as shown in the drawmgs.

The shaft 15 carries a second gear 16, larger than the gear 14, which meshes into a gear 17 of similar size secured to the forward part 18 of the auxiliary two-part shaft 18-18.

The gears 13, 14, 1G and 17, together with their associated shafts, are appropriately enclosed in a gear casing 19.

The two parts of the main two-part shaft 15-15 and the two parts of the auxiliary two-part shaft 18-18 are each arranged to be operatively connected or disengaged by separate power clutches 20 and Q0, respectively, which are more fully illustrated in Fig. 3. The clutch illustrated is of the fluid pressure operated friction disk type. such,

for example, as a Mettcn oil type. This clutch comprises a disk 21 secured to the part 15' of the main two-part driving shaft. The disk has an annular peripheral portion 22 covered or lined with friction material arranged between two relatively movable friction members 23 and 24. The annular friction member 23 is mounted on the inner face of the annular flange 25 of the clutch casing 26 which is secured to the shaft part 15. The annular friction member 52 1 is mounted on the face of the annular flange 27 of a convex-concave circular plate 28. The plate 28 is secured to the casing 26 by an annular expansible or bellows metal element 29. The concave face of the plate 28 is in juxtaposition with, but slightly spaced from, the inner convex face of the casing 9U. These faces, in conjunction with the expansible element 29 form a chamber3t) adapted to be filled with oil which is supplied through the central passage 31 in the part 15 of the main two-part driving shaft.

The part 15 of the main two-part shaft, and the part 18 of the auxiliary two-part shaft, are equipped with pinions 32 and 33, respectively, of the same size, which mesh with a gear 34 secured to the propeller shaft 35. These two pinions and the cooperating gear are appropriately enclosed in a gear casing 36.

The ships propeller 37 is operatively connected through a flexible coupling 38 to the shaft which is adapted to be turned by either the pinion 32 or the pinion 33. The gears 13, 1 1, 16, 17 and 34, as well as the pinions 32 and 33 are preferably of the herringbone type to reduce the noise of operation to a minimum. It is to be understood that the gear casings 19 and 36 are of suitable construction to house the gears and to provide for convenient access thereto, as well as for appropriate means for lubricating same.

In t e system illustrated in the accompanying drawings, the engine shaft 12 and the propeller shaft 35 are in alignment with one another. The two-part main and auxiliary shafts 15-15 and 18-18 are positioned on opposite sides of the aligning shafts 12 and 35, and all of these shafts are in the same horizontal plane.

The clutches 20 and 520 are controlled by a clutch control valve 39. This valve has a central port communicating by a pipe 40 with a high pressure oil tank 41. The pressure of the oil in the tank -11 is established and maintained by an oil pump -12 connecting the tank 41 with the low pressure oil tank or sump 43. The control valve 3.) has a port at each end thereof communicating by a pipe 44 with the sump l3. lietween the central port and each end port, the control valve 39 has intermediate ports communicating by ipes 45 and 16 with central passages 31 in tlie shaft part 18 of the auxiliary lilll lit) lIiU

lever 48 is moved in the ahead two-part'shaft and the shaft part lfi of the main two-part shaft. The central passages 31 communicate with the oil chamber 30 of I the clutches 20 and 20. I

The control valve 39 has movable pistons 47 and 47 which when shifted cover or uncover respective ports Within the control valve to provide connection with the high pressure oil tank 41 and one or the other of the chambers 30 in the clutches 20 and 21'. When one of these chambers is in connection with the high pressure oil tank, the other is connected to the low pressure oil tank or sump so that the oil can drain thereto. Consequently, when the piston is shifted a selected clutch will be operated to provide appropriate connection between the engine and propeller so that the latter is rotated in one direction or another to move the ship ahead or astern.

The mechanism for controlling the piston forms no part of the present invention, but is more fully described and claimed in my co-pending application, Serial No. 42,394, filed July 9, 1925. This mechanism consists of a lever 48 operatively connected to the cams 49 and 50. The cam 50 has an appropriate slot into which is fitted the engine control element 51 which regulates the speed of the engine. Cam49, also properly slotted, is operatively connected to a rod 52' attached to the valve control pistons 47 and 47. These cams are so designed that when thg an astern positions, the speed of the ships engine and the direct-ion of the ships propeller may he almost simultaneously controlled.

When the ships engine 10 causes the driving shaft 12 to rotate, the gear 13 rotates the gear 14 in the opposite direction, asindicated by the arrows. The rotation of the gear 14 will, of course, turn the shaft part 15 of the main two-part shaft. If we as sume that the power clutch 20 is actuated to operatively connect the two parts of the main or ahead motion shaft 1 515, the turning power of the shaft 15 will be transmitted to the propeller shaft through the gears 32 and 34. The propeller will now rotate for ahead-motion of the ship.

When it is desired to reverse the direction of the propeller, the clutch 20 will be disengaged, and the clutch 20 will be engaged. The transmission of power then follows from the engine to the gear 13, the gear I 14, the gear 16 and to the gear 17 attached to the shaft part 18 of the auxiliary twopart shaft. Since the clutch 20 has been engaged, the turning is transmitted through the shaft part 18 to the shaft part 18 which in turn moves the pinion 33. The propeller gear 84 is then made to turn in an opposite direction to that previously described. This therefore reverses the direction of the propeller.

In order to engage or disengage the power clutches 20 and 20, the pistons 47 and 47 are moved within the control-valve 39 by appropriate movements of the lever 48.

If it is desired to stop the rotation of the ships propeller 37, the lever 48 is thrown to its neutral position. In this position, the pipe 40 connecting with the high pressure oil tank 41, is midway between the pistons 47 and 47. a

For ahead-motion, the clutch 20 is onergized to operatively connect the two parts of the shaft 1515, and the clutch 20 is disengaged. For astern motion, the two parts of the shaft 1818 are operatively connected together by energizing the clutch 20 and disengaging the clutch 20.

It will thus be seen that the marine propulsion system of the invention is of simple construction, easily and readily controlled and efficient in operation. The desired speed reduction between a single engine running always in the same direction and the propeller is secured by an arrangement of permanently engaged gearing, relatively noiseless in operation.

The system is of particular advantage in ships which in service must be maneuvered, such, for example, as tow boats. The gearing'and power clutches can be designed for the transmission of very high powers from engine to propeller-"and the system of the invention is therefore applicable to equipments in which the power source is of several hundred horse power and higher.

Diesel engine installations have heretofore been successfully used in marine service where the operation is in one direction or with only an occasional reverse as in tramp service or in long distance freighting. But where the demand is frequently, and continuously, for long periods, full speed ahead to full speed astern, as in tow-boating, the operating conditionsare toostrenuous for the standard reversing oil engine. The system of marine propulsion of the present invention, on the other hand, handles as readily and as promptly as-any marine reversing steam-engine installation. The system of the invention with an oil engine drive thus embodies all the economies and advantages of the oil engine and at the same time handles as easily and as quickly as any steam engine installation. With the system of the invention, the oil engine runs always in the same direction, and the ships propeller can be reversed from full speed ahead to full speed astern in two seconds.

I claim:

1. In a system of marine propulsion, a.

propeller shaft, a propeller operatively connected to said shaft, a gear secured to said propeller shaft, an engine, a two-part main shaft, gearing connecting the engine to one part of said main shaft, a clutch arranged to operatively connect or disengage the two parts of said main shaft, a gear on that part of said main shaft between said clutch and said engine, a pinion on the other part of said main shaft meshing with the gear on said propeller shaft, a two-part auxiliary shaft, a clutch arranged to operatively connect or disengage the two parts of said auxiliar shaft, a gear on one part'of said auxiliary shaft meshing with the gear on sald main shaft, a pinion on the other part of said auxiliary shaft meshing with the gear on said propeller shaft, and means for engaging one or the other of said clutches or simultaneously disengaging both of said clutches as desired.

2. In a system of marine propulsion, a propeller, an engine, a two-part ahead-nmtion shaft, a fluid pressure actuated power clutch arranged to either operativcly connect or disengage the two parts of said ahead-motion shaft, a two-part astern-motion shaft, a fluid pressure actuated power clutch arranged to either operatively connect or dis-' engage the two parts of said astern-motion shaft, permanently engaged gearing for operatively'connecting said engine-to said propeller through said ahead-motion shaft to effect ahead propulsion when the clutch in that shaft is actuated and the other clutch disengaged and for operatively connectin said engine to said propeller through said astern-motion shaft to effect astern propul sion when the clutch in the latter shaft is actuated and the other clutch disengaged, said two-part ahead-motion and astern-m0- tion shafts and the engine and propeller shafts being in substantially the same horizontal plane, and control means for actuating one or the other of said clutches or simultaneously disengaging both of said clutches as desired.

3. In a system of marine propulsion, a propeller, an engine, a two-part ahead-motion shaft, gearing connecting said engine to one part of said ahead-motion shaft, a two-part astern-motion shaft, :1 power clutch operatively associated with each of said shafts and arranged to either connect or disengage the two parts of the shaft, said ahead-motion shaft being mounted in substantially the same horizontal plane as said astern-motion shaft, permanently engaged gearing for operatively connecting said engine to said propeller through said aheadmotion shaft to effect ahead propulsion when the clutch in that shaft is actuated and the other clutch disengaged and for operatively connecting said engine to said propeller through said astern-motion shaft to effect astern propulsion when the clutch in the latter shaft is actuated and the other clutch disengaged, and control means for actuating one or the other of said clutches or simultaneously disengaging both of said clutches as desired.

4. In a system of marine propulsion, a propeller shaft, a propeller operatively connected to said shaft, a gear secured to said pro )eller shaft, an engine, a two-part main shaft, gearing connecting the engine to one part of said main shaft, :1 power clutch arranged to either operatively connect or disengage the two parts of said main shaft, :1 gear on that part of said main shaft between said clutch and said engine, a pinion on the other part of said main shaft meshing with the gear on said propeller shaft, a two-part auxiliary shaft, a power clutch arranged to either opcratively connect or disengage the two parts of said auxiliary shaft, a gear on one part of said auxiliary shaft meshing with the gear on said driving shaft, a pinion on the other part of said auxiliary shaft meshing with the gear on said propeller shaft, all of said shafts being mounted in substantially the same horizontal plane, and means for engaging one or the other of said clutches or simultaneously disengaging both of said clutches as desired.

5. In a system of marine propulsion, a propeller, an engine, a two-part ahead-motion shaft, a fluid pressure actuated power clutch arranged to either opcratively connect or disengage the two parts of said aheadmotion shaft, a two-part astern-motion shaft, a fluid pressure actuated power clutch arranged to either opcratively connect or disen age the two parts of said astern-mi tion shaft, permanently engaged gearing for operatively connecting said engine to said propeller through said ahead-motion shaft to effect ahead propulsion when the clutch in that shaft is actuated and the other clutch disengaged and for operatively connecting said engine to said propeller through said astern-motion shaft to effect astern propulsion when the clutch in the latter shaft is actuated and the other clutch disengaged, the engine and propeller shafts being mounted at substantially the same level, and control means for actuating one or the other of said clutches or simultaneously disengaging both of said clutches as desired.

6. In a system of marine propulsion, a propeller, an oil engine, a two-part aheadmotion shaft, gearing connecting said engine to one part of said ahead-motion shaft, a two-part astern motion shaft, a fluid pres sure actuated power clutch (JlJQltlllYtlV associated with each of said shafts and arranged to either connect or disengage the two parts of the shaft, said two-part aheadmotion and astern-motion shafts and the eugine and propeller shafts being all mounted in substantially the same horizontal plane, permanently engaged gearing for operative- 1y connecting said engine to said propeller through said ahead-motion shaft to effect ahead-propulsion when the clutch in that shaft is actuated and the other clutch dis- 5 engaged and for operatively connecting said engine to said propeller through said asternmotion shaft to effect astern propulsion when the clutch in the latter shaft is actuated and the other clutch disengaged, and fluid pressure control means for actuating one of said clutches for ahead-motion and the other of said clutches for cistern-motion or for simultaneously disengaging both of said clutches as desired.

In testimon whereof I afiix my signature.

TH MAS C, COYKENDALL. 

